南加利福尼亚州的规划模型的应用.pptVIP

The solution algorithm is summarized as follows, Step 0: Initialization. Perform all-or-nothing approach to assign trips using free flow travel costs , for each link on the empty network. Initial feasible solutions of link flows and O-D trips in a given peak period are obtained. Step 1: Update. The travel time on link is updated as and inverse demand function value is calculated. Step 2: Find a feasible descent direction. Use the updated travel time {ta} for an all-or-nothing assignment for the trips. It yields a set of auxiliary link flows. Step 3: Find optimal parameter. A linear approximation algorithm (LPA) such as Golden section method is applied to obtain optimal parameter satisfying the UE-VD equation Step 4: Update link flows. Link flows and O-D flows are updated. Step 5: Test Convergence. The process stops when a convergence criterion is satisfied and link flows are the optimal link flows at equilibrium condition. Otherwise, go back to Step 1 and continue the process. SCPM3 was utilized to model the impacts of peak-load pricing on the major thoroughfares of a major metropolitan area, in this case, the Five-County Los Angeles area. Cash tolls would be factored into the generalized travel cost function that drivers are thought to respond to. The fixed demand assumption for each period is dropped.. Freight travel is affected by toll to change route but not the time of day to travel. Applications of SCPM3 on Modeling the Effects of Peak-load Pricing Scenario Design All the area freeway links will be tolled. We test two scenarios: $0.1 per mile and $0.3 per mile tolls, The $/mile toll fee is converted to hr/mile congestion time based on the hourly wage estimated from IMPLAN 2001. Scenario I: $0.1 per mile - 0.0057 hr/mile or 0.3407 min/mile Scenario II: $0.3 per mile - 0.0170 hr/mile or 1.0220 min/mile Results Time Period Type of Road $0.30 per mile toll $0.10 per mile toll % Change of Trip Volume % Change of Total Travel Time %